PA-31-310 climp power setting

[jpilot77]

I'm gonna have to agree with 400' feet at takeoff power then 35" and 2400RPM. The more you take care of the engines the more they'll take care of you.

[Cat Driver]

The biggest culprits in engine wear in piston engines are.

Thermal shock.

Excessive heat.

Friction.

High internal pressures. ( read turbocharged and supercharged )

The more you reduce these items the longer your engine will run, of course there will always be mechanical failures due to other causes......but common sense should dictate you take all logical care to not over stress any engine during normal operations.

[shitdisturber]

There is a reason Cat, Doc and few others are still posting after 50+ years in the industry. Id suggest that we should listen and learn from them, rather then chastize them or call them "names". I also feel there is alot of quality in this thread and some good answers.



Fly safe all.

Ok, I just can't leave this one alone! I admit I'm a weak person! In answer to that I give you one Captain Edward J Smith an acknowledged "expert" in his field with 49 years in his field and the command of the most technologically advanced vessel in the world at the time of his death. Why is he significant? That command has been on the bottom of the ocean for 100 years this month, the RMS Titanic!

[BverLuver]

There is a reason Cat, Doc and few others are still posting after 50+ years in the industry. Id suggest that we should listen and learn from them, rather then chastize them or call them "names". I also feel there is alot of quality in this thread and some good answers.



Fly safe all.

Ok, I just can't leave this one alone! I admit I'm a weak person! In answer to that I give you one Captain Edward J Smith an acknowledged "expert" in his field with 49 years in his field and the command of the most technologically advanced vessel in the world at the time of his death. Why is he significant? That command has been on the bottom of the ocean for 100 years this month, the RMS Titanic!

shitdisturber,
Captain Smith never made it to 50yrs experience as quoted by you now did he? flyinthebug specifically quoted 50+ years. Maybe if Captain Smith had a little more experience and just 1 more year under his belt he would have missed the gigantic iceberg.

BL

[Colonel Sanders]

I give you one Captain Edward J Smith

You can keep him. I didn't get a harumph out of that guy.

[Beefitarian]

I give you one Captain Edward J Smith

You can keep him. I didn't get a harumph out of that guy.

I bet he made a sound pretty close when they rammed that iceburg.

[Cat Driver]

Can you guys wait for a little while longer?

If I survive until June 23 this year I will have hit the 60 year mark as a pilot....

.....will that make it better and gain me a little bit more leverage here?

My next objective is to get a type rating on the Bell 206 we are buying for the lodge...and Skys the Limit is going to give me some more dual on it so I will really be competent..

[Brown Bear]

My oh my, 56 posts (57 now) and three pages of opinions. The whole world (not just the old guys) has been reducing power at either 400 feet, or when the airplane is cleaned up. Usually, prudently, whichever comes first. Some of you cowboys (not talking Pitts Specials here CS....different fish) think you'll just leave it flailing till 1000 feet, and some of you are incapable/unwilling to admit that just MAYBE there are pilots here who know MORE than you do. Our SOP calls for a power reduction at 400 feet. I'll be honest with ya, I'm reducing as soon as the wheels are up. Usually out of about 200. I fly a wee turbine twin, but the fact remains. High temps are NOT your engine's best friend.

[Cat Driver]

Yeh, Brown Bear in my more lucid moments I can remember lots of stuff and when I think about flying a Navajo I had the same proceedure I use with all the other piston engine twins I have flown.

Rotate, accererate, verify positive rate of climb, retract the gear, clean up any other drag producing stuff.

Give me velocity any day over height just after take off, velocity is my friend should an engine fail at a critical altitude.

Someone told me it has something to do with kenetic energy......I should phone the Colonel and get him to refresh my memory......all that schooling and math stuff confuses me.

[Colonel Sanders]

If I survive until June 23 this year I will have hit the 60 year mark as a pilot

Hey congratulations, .! Too bad you didn't get to meet my father when you passed through in the Husky - he soloed 27 July 1951 in T-6 #4571, and is still flying Pitts!

Anyone that says that older pilots don't have the reflexes to fly, I point at my father (age 80) landing a Pitts and ask them if they can do better?

I'm reducing as soon as the wheels are up

That's what I do in piston twins. Gear goes up, airspeed increases in the climb as the drag goes away, then throttles and props to climb power. Harumph!

[Cat Driver]

You don't cimb to 1000 feet at full power before you reduce to climb power Colonel?

If Transport finds out you will be back in court.

If they bother you just tell them you are going to get me to sort it out for you.......they won't even think of fu.king with me again.

[Colonel Sanders]

You don't cimb to 1000 feet at full power before you reduce to climb power?

Not unless the gear comes up reaaallly slooooowly!

The exception, as I noted before, is the L39 takeoff: I raise the gear at 120K, the flaps up at 140K, and I wait until I have some good airspeed before reducing the N1 to climb (103%). I operate out of a short strip (4000 feet) so it's 160K over the trees, then I can let the nose drop slightly, and it gets happy around 190 knots - the VSI pops up (as does it's @ss) so I know I'm on the front side of the power curve.